Fuel-injection compression-ignition engine



June 30, 1936. E. v.- JUNG FUEL INJECTION COMPRESSION IGNITION Filed March 9, 1954 2 swim-amt: 1.

June :30, 1 935. E, y JUNG 2,045,858 FUEL INJECTION COMPRESSION IGNITION ENGINE Filed March 9, 1934 2 Sheets-Sheet 2 Patented June so, 1936 UNITED STATES PATENT OFFICE 2,045,858 FUEL-INJECTION COMPRESSION-IGNITION ENGINE Erland Viktor Jung, Jonkoping, Sweden Application March 9, 1934, Serial No. 714,878

In Sweden March 24, 1933 6 Claims.

This invention relates to fuel-injection compression-ignition engines having the clearance volume divided into two or more chambers of which at least one is adapted to be closed from the working-cylinder so that a compression sufficiently high for assuring a reliable self-ignition may be obtained when starting the motor or when this is running without load but a considerably lower compression for normal running. In compression-ignition engines of this kind the fuel has hitherto been injected in the chamber which always communicates with the cylinder, and if this chamber has a suitable form it may be possible to start the engine at a reasonably low compression when during the compres sion stroke only little whirling and thus also cooling of the air is brought on, but it has been impossible to obtain in such machines a smokeless running and a small consumption of fuel at .iull load, probably owing to the fact that the fuel cannot form with the air a sufllciently intimate mixture during the short time disposed. If on the other hand an efficient whirling of the air in the compression room is effected which 35 always has been aimed at in combustion engines, the running at full load may be smokeless, while the capability of start will be impaired as a result of the more considerable cooling of the air as caused by the whirling. It has therefore been 3 necessary to construct the machines for a higher compression in order to compensate for the loss of heat by cooling, whereby the machines become heavy and expensive.

According to the invention the engine of this type can be started easily without such high compression and runs with low consumption of fuel at full load and complete combustion of the fuel, and this object is obtained by the-provision of an injection apparatus which is adapted to 40 allow injection of the fuel atstart in the chamber or part of the compression room which always communicates with the working-cylinder but, when the motor is running at load, in the chamber which can be closed from the working-cyl- 45 inder, whereby the fuel at first is impeded to leave. this chamber by the mighty air-current which arises in the restricted passage between the two chambers and causes a breaking up of the fuel and thus an intimate mixture of fuel 50 and air.

A machine according to this invention is by way of example illustrated in the accompanying drawings. In the drawings are:

Fig. 1 avertical section of a two-stroke motor.

55 Fig. 2 a vertical section of a modified form.

Fig. 3 a transverse section on line III-III in Fig. 2.

Referring to Fig.. 1 the reference character I represents a piston movable in a watercooled cylinder 2 having a water-cooled head 8 covered valve-body 8 is provided with a mouth-piece or by a cover 4. The cylinder head 3 forms a funnel-like or conical chamber 5 co-axial to and widening out towards the cyli'nderZ. The chamber communicates at the top through an opening 6 with another chamber 1, located between 5 the head 3 and the cover 4 and having the form of a body of rotation co-axial to the cylinder. The chambers 5 and 1 form thus the compression-space of the engine. In the chamber l is located a valve-body 8 at the end of a spindle 10 8 which is co-axial'with'the cylinder and movable in its longitudinal direction. This spindle is provided with a guide on the one hand in the cover 4 and on the other in a cap it on the cover, and the guide in the cap as well as the corresponding part II of the spindle have both a square cross section in order to prevent the spindle from turning round. The threaded end E2 of the spindle extends beyond the cap Hi and enters into a flanged nut M which is rotatable by means of a handle l3 and secured in axial direction by means of a press-plate IS in such a way that it is possible to raise or lower the spindle 9 together with the valve-body 8 when turning the nut I l. The valve-body 8 has two opposite conical valve surfaces l6 and l! which are each adapted to be brought in contact with the conical seats l8 or l9 respectively. The

nozzle for injection of the fuel in the conical chamber 5 and has for this object a fuel canal 2| leading to a socket-piece 22 which may be connected by a pipe with the fuel container not shown in the drawings. The operation of the device is as follows.

When the motor is to be started in a cold condition and, therefore a high compression is required for obtaining self-ignition of the fuel. the valve-body 8 is pressed against the seat i8 thus closing the chamber I from the cylinder, and only the chamber .5 is then acting as a, compression room. The pressure will now be sufficiently high to ensure the self-ignition of the 'fuel mixture. and the machine is now working substantially like a Diesel-motor. After a while. when the machine has been warm and the higher pressure is no lon er required, the valve-body t is raised against the seat l9 as shown in Fig. i,

and the chamber 1 will then communicate with the chamber 5 through a narrow, ring-shaped opening 23 between the surface lfi and the seat l8. As the both. chambers now are in communication the compression will be correspondingly reduced, and owing to the effective turbulence when the air compressed in the chamber I again escapes to the chamber 5 a perfect combustion is obtained. The surfaces 16 and i8 I as well as the mouth of the injection apparatus are thereby automatically blown clean from soot 6 34 is brought into the position C as indicated in residue by the air flowing to and fromthe chamber I.

Figs. 2 and 3 illustrate a modified form of the invention, and similar numerals refer to similar parts throughout the several views including Fig. 1. The head 3 is alsohere provided with a funnel-like room 5 widening towards the cylinder, but this room terminates at the top in a fore chamber 24 of greater width having the form of a body of rotation co-axial to the cylinder. Through an opening 6 the fore chamber 24 communicates with the chamber 1 formed between the cylinder head 3 and the cover 4, and this chamber I together with the rooms 24' and 5 forms the entire compression space of the engine. The valve-body 8 in the chamber 1 has the shape of a hollow cone and is provided with two opposite conical valve surfaces l6, l1 adapted to be pressed against the corresponding surfaces l8 and IS, the former surrounding the communicating opening 6 and the latter a spindle 9 movable in its longitudinal direction and supporting the valve-body 8. This spindle is guided in the cover 4 and in a bearing-clamp 25 attached to the cover, and between the spindle 9 and the cover 4 there is a space 26 by means of which the chamber 1 and thereby also the working-cylinder are in connection with the open air, as soon as either of the tightening surfaces l6, H of the valve-body rests against the corresponding seats l8'and l9. The spindle 9 is provided with a sleeve having two flanges 28, 29 between which two rolls 32 and 33 eccentrically mounted each on its shaft 30, 3| engage. The shafts are loosely mounted in the bearingclamp 25 and can be rotated by means of an operating clamp 34. The valve-body 8 is also in this form constructed as a nozzle for fuel injec-' tion located at the top of the hollow room of the conical valve-body 8, and by a fuel canal 2| in the spindle 9 the nozzle is connected with a socket-piece 22 on the spindle to which a pipe leads from a container not shown in the drawings.

Theoperation of the device is the following. When the motor shall start the operating clamp the Fig. 3 in which position the cylinder through the opening 26 communicates with the open air. The motor is now turned over, and as soon as the desired speed is reached, the clamp 34 is turned down tothe position A, and at the same time the valve-body 8 is pressed against the seat l8 and thereby closing the chamber 1 from the other parts of the compression space. The resulting high pressure ensures the self-ignition of the fuel injected in the fore chamber 24 so that the motor is capable of running. After a while when the engine is working quietly and equably the operating clamp 34 is turned over to the position B whereby the valve-body is raised from the seat I 8 brought to rest tightly against the seat IS. The eifective clearance volume now consequently includes also the'airchamber I, and this results in an improved combustion at a lower pressure.

Also in this form of the embodiment of the invention the valve surfaces ,8 are arranged so as to be automatically blown clean by the gases flowing to and from the chamber 1'. A further possibility of maintaining these surfaces clean consists therein that the spindle is rotatable about its axis so that the valve surfaces of the.

valve-body and the corresponding seats may be rubbed clean against each other.

From the both forms of the invention described above as examples' it will be understood that various changes and modifications may be 5 made in different details without departing from .the scope of the invention. Thus the spindle,

supporting the valve-body, does not have to be vertical, and it may also be operated in a manner different from those described. For example, the spindle may be operated by means of a wedgeshaped member, and the difierent parts of the compression space do not have to be straight above each other, their axes may form any angle with the axis of the cylinder.

What I claim is:

1. In a fuel-injection compression-ignition engine, the combination with a working cylinder of means forming two combustion chambers communicating with each other through a passage, a valve-body for closing said passage, and a nozzle in said valve-body for fuel injection.

2. In a fuel-injection compression-ignition engine, the combination with a working cylinder of means forming two combustion chambers communicating with each other through a passage, a valve-body for closing said passage, a nozzle in said valve-body, and means for manually operating said valve-body.

3. In a fuel-injection compression-ignition engine, the combination with a working cylinder of means forming two combustion chambers communicating with each other through a passage,

a hollow valve-body for closing said passage, said hollow valve-body forming part of the combustion chambers, a nozzle in the top of said valvebody for fuel injection, and means for manually operating said valve-body.

4. In a fuel-injection compression-ignition engine, in combination, a working cylinder, a 40 cylinder head mounted on said cylinder and forming a combustion chamber widening towards the cylinder, a cover located above and mounted on said cylinder head and forming together with said head a second combustion chamber a valvebody for closing a. passage between said both chambers, a nozzle in said valve-body for fuel injectionyand means for operating said valvebody.

' 5. In a fuel-injection compression-ignition engine, the combination with a working cylinder through a passage with a second combustion chamber, said chambers being arranged co-axially to the working cylinder, 9. valve-body for closing said passage, and a nozzle in said valvebody for fuel injection.

6. In a fuel-injection compression-ignition engine, the combination with a working cylinder of a combustion chamber communicating with said working cylinder through a passage, a valve-body located in said chamber for closing said passage, said valve-body having a nozzle for fuel injection and two opposite valve surfaces, a shaft supporting said valve-body and passing through the wall of the chamber, a passage through said wall between the chamber andthe open air adapted to be closed by one of the said two opposite valve surfaces, and means for ad justing said valve-body 'in end positions.

J ERLAND VIKTOR JUNG. 

